Internal combustion engine control



March 30, 19,37. E, KUND 2,075,651

INTERNAL coMBusTroN ENGINE coNTEoL yFilex May 28, 1935/ Fig.1

/ TORNEYS Patented Mar. 30 1937.

UNITED sTATEs INTERNAL COMBUSTION ENGINE CONTROL Ede Kund, Budapest,Hungary i Application May 28, 1935, Serial No. 23,820 In Hungary June 7,1934 9 Claims.

. As isl wen known, intake manifolds heated byl One object of myinvention is to provide a device adapted to get the manifoldhot duringthe time when the engine is driven by the vehicle `and to get it coolwhen the engine is under charge, a further object of my invention beingto. zo provide a device by which during the time when the engineisdriven by the -vehicle the engine consumes no fuel lat all or 'at leastas little as possible.

According to the presentinvention, both above mentioned objects may beattained by introducing exhaust gases into the intake manifold duringthe time when the vehicle runs by its own forces of inertiaor by theaction of a sloping road, at which time the engine is driven by thevehicle. Thereby, on` the one side, the vacuum in the intake will beeliminated or at least highly diminished and, in consequence thereof,aspiration of the air-fuel-mixture will cease completely or almostcompletely and, on the other .35 side, the exhaust gases introduced,heatthe manifold as desired. At the moment the throttle opens, introductionof the exhaust gases is cut oi! whereupon the aspiration of theair-fuelmixture will become normal again. At this moment, however, theintake manifold is very hoty owing to the exhaustv gases having beenintroduced previously and, accordingly, no fuel will precipitate on themanifold. 'Thereby very good and efllcient acceleration of the engine isobtained. 'I'he streamv of air-fuel-mixture sucked in cools graduallythe intake which is no longer y heated by the exhaust gases and,accordingly, within a short time the volumetric efficiency gets as highas in the case of an intake which is un- '50 heated.

It will be seen from the foregoing that my invention unites theadvantages of heated and unheated intakes, at the same time eliminatingall their disadvantages and, aside from the foregoing, diminishesessentially the consumption of PATENT oEFlcE fuel by checking thesuperfluous consumption during the time when the engine is driven by thevehicle. Thereby, simultaneously, the braking effect of the engine isalso'diminished because the said braking effect is less when sucking'takes 5 place without a vacuum than in the case when the said suckingtakes place with a great vacuum and almost fully closed throttle.

The invention is illustrated by way of examples in the accompanyingdrawing, in which: 10 Fig. 1 shows diagrammatically one embodiment ofthe device according to my invention adapted for engines, the intakemanifold of which has` lno heating jacket, and Fig. 2 shows amodification adapted for engines, the intake' manifold of 15 which isprovided with a heating jacket, like reference letters indicating likeparts in both gures.

According to Fig. 1, the intake manifold a communicates with the exhaustpipe by means of a pipe c, a buttery-valve b being provided to 20 cutolf the said communication under conditions to be set out later; d isthe vthrottle ofthe carburettor to be controlled as usual by means of afoot-control lever e 4keyed to a shaft J'. To the said shaft f, anotherlever g is also keyed which may move against the action of a spring i inthe direction of the arrow h if and when the said control-lever e ispressed down. A further spring is also provided to withhold the lowerend of a-rocker-arm k when the said foot-control 30 lever e is pusheddown. Accordingly, by push ing down the said foot lever e the upper endof the said rocker k will move rst and will thereby close the saidbutteriiy-valve b through a connecting rod l attached toa lever mintegral with the axis of said valve b. When the butterflyvalve b isclosed the further pressing down of the control lever e cannot result ina further movement of f the upper end of the said rocker k and,

therefore, the throttle d will open through the 40 action of the lowerarm of said rocker 1c which is now able to overcome the resistance fofthe said spring :i and thereby actuates the throttle d by means of a rodn and a lever o integral with the axis of said throttle. When the footcontrol 45.

lever e is released, it is the throttle d which closes first, the saidclosing taking place under .the action of the springs i and fand thevalve b will open subsequently the saidopening taking place under theaction of the spring i.

when the said clutch-pedal p is pushed down to declutch the engine thesaid pedal p will actuate not only the clutch controlv rod q as usual,but also the said butterfly-valve b. 'I'he clutch-pedal 55 y 'I'hereference 50 l letter p designates the usual clutch-pedal, and

' m, and thereby the .valve b will be closed. The

said closing is performed against the action oi the said spring i. Thepedal p when released returns into its original position under theaction of the spring of the clutch (not shown) thereby the cable r willget loose and thus allows the spring i to open the valve b by means ofthe rocker 1c, connecting rod l, and the lever m.

According to Fig. 2, the connections of the control-pedal e with thethrottle d and the valve b are quite the same as in the case of Fig. 1.The

clutch-.pedal p, however, instead of being attached to the valve b, isconnected with a change-over valve u controlling the heating jacket v ofthe intake a. The said connections being effected by means of a rod sand a levert integral with the axis of said valve u, such that when theclutch pedal p is pushed down, the change-over valve u establishescommunication between the pipe Should at t e moment when thevclutch-pedal p is pushed d the pedal e controlling the throttle d beinits extreme idle position so that the valve b is open, then exhaustgases will get from pipe c into the heating jacket v of the intake a,and will heat the said intake a, the gases escaping from the heatingjacket v through a conduit pipe w. In case the clutch-pedal p is in itsoperative position, the change-over valve u cuts off communicationbetween the heating jacket v and the pipe c leaving the communicationbetween the pipe c and the intake a free. Accordingly, in that caseoperation of the device will be quite the same as that of Fig. l.

-What I claim isz- 1.` A device for controlling the operation ofinternal combustion 'engines for vehicles, comprisc and -the eatingjacket 1J of the intake a..

40 ing a communicative conduit between the intake and the exhaust, valvemeans lpositioned in said l conduit, and means for actuating the saidvalve means to establish and cut oil the said communication between theintake and the exhaust,A said valve means being operatively connectedwith the clutch-control-lever of the engine.

2. A device for controlling the operation of internal combustion enginesfor vehicles, comprising a communicative conduit between the intake andthe exhaust, valve means' positioned in said conduit, and means foractuating the said valve means to establish and cut oi the saidcommunication between the intake and the exhaust, said valve means beingoperatively connected both with the clutch-control-lever and with themeans actuating the throttle of the engine, the said connection beingadapted to automatically establish f communication between the intake ofthe engine and the exhaust pipe when the clutch-lever is in itsoperative position and, simultaneously, the throttle control lever is inits extreme idle position, and for cutting oil.' the said communicationwhen the said clutch-lever is in its disengaged position or the throttlecontrol lever is in one of its loading positions, i. e. in a positionother than the said extreme idle position.

3. A device for controlling the operation of internal combustion enginesfor vehicles, comprising a communicative conduit. between the intake andthe exhaust, valve means positioned in said conduit, and means foractuating the said valve means to establish 'and cut off the saidcommunication between the intake and theI exhaust, said valve meansbeing operatively connected with the clutch-control-lever of the engine,which lever, in its disengaged position, positively closesy the saidvalve means, at least one spring being provided to open the said valvemeans when the said clutch-control-lever is in its operative position.

4. A device for controlling the operation of internal combustion enginesfor vehicles, comprising a communicative conduit between -the intake andthe exhaust, valve means positioned in said conduit, means for actuatingthe said valve means, said actuating means being adapted forestablishing the said communication between 'the intake of the engineand the exhaust pipe when the clutch-lever is in its operative positionand, simultaneously, the throttle control lever is in its extreme idleposition, and for c utting oi! the said communication when the saidclutch-lever is in its disengaged position or the throttle control leveris in one of its loading positions, i. e. in a position other than thesaid'extreme idle position.

5. A device for controlling the operation of internal combustion enginesfor vehicles, comprising a communicative conduit between the intake andthe exhaust, valve means positioned in said conduit, means for actuatingthe said valve means to establish and cut off the said communicationbetween the intake andthe exhaust, a heating jacket encircling the saidintake, and. valve means therefor adapted to establish and cut offcommunication between the said conduit and the heating jacket.

6. A device for controlling the operation of internal combustion enginesfor vehicles, comprising a communicative conduit between the intake andthe exhaust, valve means positioned in said conduit, means for actuatingthe said valve means to establish and cut oil the said communicationbetween the intake and the exhaust, a heating jacket encircling the saidintake, and valve means therefor adapted to establish and cut of!communication between the said conduit and the heating jacket, saidvalve means for the said heating jacket being operatively connected with`actuating means to be controlled by the engine operator.

7. A device for controlling the operation of internal combustion enginesfor vehicles, comprising a communicative conduit between the intake andthe exhaust, valve means positioned in said conduit, means for actuatingthe said valve means to establish and cut on the said communicationbetween the intake and the exhaust, a heating jacket encircling the saidintake, and valve means therefor adapted to establish and cut ci!cbmmunication between the said conduit and the heating jacket, saidvalve means for the said heating jacket being operatively connected withthe clutch-control-lever, the said connection being such that the saidvalve means is held open when the said clutch-control-lever is in itsdisengaged position. v

8. A device for controlling the operation of internal combustion enginesfor vehicles, compris-v ing a communicative conduit between the intakeand the exhaust, valve means positioned in said conduit, means foractuating the said valve means to establish and lcut oiI the saidcommunication betweenthe intake and the exhaust, a

'heating jacket encircling said intake, additional valve means adaptedto establish and cut of! communication between the said conduit and saidheating jacket, and means for actuating the additional valve means tovintroduce exhaust gases into theheating jacket during the time when theengine is idling.

49. A device for'controlling the operation of internal combustionengines for vehicles, compriaing a communicative conduit between theintake and the exhaust, valve means positioned in said l0 cation betweenthe said conduit and said heating Jacket, and means tor actuating'theadditional valve means, themeans for actuating both valves being adaptedto establish communication between the exhaust pipe of the engine andthe intake when the throttle control lever is in its extreme idleposition and. simultaneously, the clutch-level is in its operativeposition, and for establishing communication between the exhaust pipeVand the heating Jacket of the intake when the throttle control lever isin its extreme idle position and, simultaneously, the clutch-lever is inits disengaged position.

, EDE KUND.

